EMISSION NORMS

-
INDIA
S.NO COMBUSTION
PRODUCT AFFECTEDPART PROBLEMS
OF THEBODY
HYDROCARBON Eyes, Lungs Causes irritation,
1 lung Cancer

CARBON MONOXIDE Reduces the oxygen

2 The blood and
3 NITROGEN
OXIDES
PARTICULATE
4 MATTER Eyes, Lungs, skin
5 SMOKE
Body carrying capacity of
readiness with which the
blood gives up
oxygen to the
tissues may cause
heart diseases.
Toxic effect on lungs,
Lungs Causes acute
bronchitis in
infants and School
children.
Causes eye irritation
and reduction to
Visibility, can
cause lung cancer,
can cause skin
disease can cause
trouble in
breathing.
Causes eye irritation
Eyes and reduction in
Visibility.
 APPLICABLE EMISSION NORMS IN INDIA

Off highway On
Application DG sets Tractors highway
(Construction
Equipment (8 mode
Vehicles) ISO-8178 C1) (Cars,Trucks
& Buses)

5 mode 8 mode 8 mode

ISO -8178-D2 ISO -8178-C1 ISO -8178-C1

Test Cycle Cars & 4 Vehicles Vehicles

Wheeler GVW <3.5 t GVW >3.5 t
driving cycle on 13 mode
driving cycle chassis dyno
on chassis ISO- 8178 -A /
dyno OR ESC & ELR
13 mode
ISO-8178-A /
ESC & ELR
 CEV means rubber tyred / padded or steel drum wheel
EMISSION NORMS mounted, self propelled excavator, loader, backhoe,
- INDIA dumper, motor grader, mobile crane, dozer thereof
designed for off-highway operations in mining,
Off highway CEV irrigation and general construction manufactured with
“on or/and off” highway capabilities.
(Construction
Equipment Vehicles) MODE 1 2 3 4 5 6 7 8
Torque % 100 75 50 10 100 75 50 0
Speed Low
8 mode Rated Intermediate
idle
ISO -8178-C1 Weighting
0.15 0.15 0.15 0.10 0.10 0.1 0.1 0.15
Factor
Date of NOx HC NOx + HC CO PM
Stage Capacity g/kW-h g/kW-h
Implementation g/kW-h g/kW-h g/kW-h
Current ALL 1-7-2000 18.0 3.5 --- 14.0 ---
INDIA STAGE 37 - 74 kW 9.2 1.3 --- 6.5 0.85
– II Proposed from
(Same as 75 – 129 kW Apr. 2007 9.2 1.3 --- 5.0 0.7
Europe stage 1) 130 – 560 kW 9.2 1.3 --- 5.0 0.54
INDIA STAGE 18 – 36 kW --- --- 7.5 5.5 0.6
– III 37 - 74 kW --- --- 4.7 5.0 0.4
Proposed from
(Same as
75 – 129 kW Apr. 2011 --- --- 4.0 5.0 0.3
Europe stage
IIIA 130 – 560 kW --- --- 4.0 3.5 0.2
 EMISSION NORMS- INDIA

On highway
(cars, Trucks, Buses)

Cars Light duty Diesel Vehicles. Diesel Vehicles.

< 6 persons (LCV / HCV) (Trucks & Buses)
< 2500 kg GVW GVW 2500 - 3500 kgs GVW > 3500 kgs.

Driving Cycle Driving Cycle

on Chassis OR
13 mode 13 mode
on Chassis
Dynamometer Dynamometer ISO -8178-A ISO -8178-A /
ESC & ELR
(on engine
dynamometer) (on engine
dynamometer)

Table A Table B Table C Table D

MODIFIED INDIAN DRIVING CYCLE (MINDC)
TABLE A
NOx + CO PM
Date of NOx
Stage HC g/km g/km
Implementation g/km
g/km
Apr. 2003 for
Bharat Stage II NCR & 10 Cities
--- 0.7 1.00 0.08
(Same as Euro 2) Apr. 2005
Nationwide
Apr. 2005 for
Bharat Stage III NCR & 10 Cities
0.50 0.56 0.64 0.05
(Same as Euro 3) Apr. 2010
Nationwide

NCR - National Capital Region (Delhi)

10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
TABLE B
Date of NOx NOx + HC CO PM
Stage Implementation g/km g/km
g/km g/km
India 2000 2000
(Same as Euro 1 --- 1.70 6.90 0.25
of light trucks)
Bharat Stage II Apr. 2005
(Same as Euro 2 Nationwide --- 1.20 1.5 0.17
of light trucks)
Apr. 2005
Bharat Stage III NCR + 10 cities
(Same as Euro 3 0.78 0.86 0.95 0.10
of light trucks)
Apr. 2010
Nationwide

TABLE C
Date of NOx HC CO PM
Stage Test Cycle Implementation g/Kw-h g/Kw-h
g/Kw-h g/Kw-h
India 2000 2000
ISO 8178 A 0.36 (> 85 kW)
(Same as Euro I 8.0 1.1 4.5
13 Mode 0.61 (< 85 kW)
of heavy trucks)
Bharat Stage II ISO 8178 A Apr. 2005
(Same as Euro II Nationwide 7.0 1.1 4.0 0.15
of heavy trucks)
13 Mode
NCR - National Capital Region (Delhi)
10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
 TABLE D
Date of NOx HC CO PM Smoke
Stage Test Cycle Implementation g/Kw-h g/Kw-h m-1
g/Kw-h g/Kw-h
0.36
India 2000 ISO 8178 A (for > 85 kW)
2000 8.0 1.1 4.5 ---
(Same as Euro I) 13 Mode 0.61
(for < 85 kW)
Bharat Stage II ISO 8178 A Apr. 2005
7.0 1.1 4.0 0.15 ---
(Same as Euro II) 13 Mode Nationwide
Apr. 2005
Bharat Stage III ESC & ELR NCR + 10 cities
5.0 0.66 2.1 0.1 0.8
(Same as Euro III) 13 Mode Apr. 2010
Nationwide

NCR - National Capital Region (Delhi)

10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
 ISO 8178 A (13 Mode) / ECE R 49

MODE 1 2 3 4 5 6 7 8 9 10 11 12 13
Low Low Low
Speed Intermediate Rated
idle idle idle
Torque % 0 10 25 50 75 100 0 100 75 50 25 10 0
Weighting
0.08 0.08 0.08 0.08 0.08 0.25 0.08 0.1 0.02 0.02 0.02 0.02 0.08
Factor
 EUROPEAN STATIONARY CYCLE (ESC)
MODE 1 2 3 4 5 6 7 8 9 10 11 12 13
Speed A B B A A A B B C C C C C
Torque % 0 100 50 75 50 75 25 100 25 100 25 75 50
Weighting
0.15 0.08 0.1 0.1 0.05 0.05 0.05 0.09 0.10 0.08 0.05 0.05 0.05
Factor
Duration
4 2 2 2 2 2 2 2 2 2 2 2 2
(Minutes)
nlo = lowest engine speed ( below the rated speed )where 50 %
A = nlo + 0.25(nhi - nlo) of the declared max net power occurs.
B = nlo + 0.50(nhi - nlo) nhi = Highest engine speed ( above the rated speed) where 70 %
of the declared max net power occurs.
C = nlo + 0.75(nhi - nlo)

During emission certification

testing, the certification
personnel may request
additional random testing
modes within the cycle control
area ( ref fig). Max emission at
these extra modes are
determined by interpolation
between the results from the
neighbouring regular test
modes.
 EUROPEAN LOAD RESPONSE (ELR)

This ELR test has been introduced by EURO III emission regulation for the purpose of
smoke opacity measurements. Test consists of a sequece of 3 load steps at each of the 3
engine speeds. A (cycle 1), B ( cycle 2) and C (cycle 3) followed by cycle 4 at speed
between A and C and load between 10 to 100 % selected by the certification personnel.
Speed A, B and C are defined in ESC cycle.

Smoke values are continuously

sampled during the ELR test with a
frequency of atleast 20 Hs. The
smoke traces are then analysed to
determined by calculation.
Indian Emission Road Map – Status May 2003
Bharat stage II (Equivalent Euro II*)
With effect from
Delhi / NCR
Mumbai
2000 - 2001
Kolkata
Chennai

Bangalore
Hyderabad
Ahmedabad
Bharat stage II Pune April 1st 2003
All over India Surat
April 1st 2005 Kanpur
Agra
* EURO II with Indian driving cycle (vmax = 90km/h) = Bharat Stage II
Indian Emission Road Map – Status May 2003
Bharat stage III (Equivalent Euro III)
With effect from
Delhi
Mumbai
Kolkata
Chennai
Bangalore
Hyderabad 1st April 2005
Ahmedabad
Pune
Bharat stage III
Surat
All over India
Kanpur
April 1st 2010
Agra
 Indian Emission Road Map -
Bharat stage IV (Equivalent Euro IV)
With effect from
Delhi
Mumbai
Kolkata
Chennai
Bangalore
Hyderabad 1st Oct 2010*
Ahmedabad
Pune
With effect from
Surat
?
Kanpur
Agra
Mass Emission Standards - Bharat Stage II
Passenger car and Light duty vehicle
Mass Emission Standards - Bharat Stage II
Passenger car and Light duty vehicle
Modified Indian Driving Cycle (MINDC)
Passenger Car & Light Duty Vehicle
Specifications - Emission of Gaseous and Particulate
pollutants and Smoke - GVW > 3500 kg
Bharat stage II

On Engine Dynamometer :

Limit values g/kWh for type approval (TA) as well as COP

CO HC NOX PM

4.0 1.1 7.0 0.15

1. Implemented in NCR from 23.11.2001, Rest of India : Yet to announce

2. There shall be no relaxation for COP purposes
3. The tests shall be carried out on the engine dynamometer as per ECE R49
4. The reference fuel shall be of a maximum of 0.05 % Sulphur content

Source : Notification by Government of India, Ministry of Road Transport and Highways, New Delhi dt. 24th April, 2001
Specifications - Emission of Gaseous and Particulate
pollutants and Smoke - GVW > 3500 kg
Limit values - ESC and ELR test

Mass of carbon Mass of Mass of nitrogen Mass of

Smoke
monoxide hydrocarbons oxides particlates
m-1
(CO) g/kWh (HC) g/kWh (NOx) g/kWh (PT) g/kWh
(1)
A (2000) 2.1 0.66 5.0 0.1 0.13 0.80
B1 (2005) 1.5 0.46 3.5 0.02 0.50
B2 (2008) 1.5 0.46 2.0 0.02 0.50
C (EEV) 1.5 0.25 2.0 0.02 0.15
(1)
For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of
more than 3000 rpm
Source: European Union 88/77/EEC

For type approval to row A of the table, the emissions shall be determined on the ESC and
ELR tests with conventional diesel engines including those fitted with electronic fuel injection
equipment, exhaust gas re-circulation (EGR), and/or oxidation catalysts. Diesel engines fitted
with advanced exhaust after-treatment systems including the NOx catalysts and/or particulate
traps, shall additionally be tested on the ETC test.

For type approval testing to either row B1 or B2 or row C of the table the emissions shall be
determined on the ESC, ELR and ETC tests.
A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??
Specifications - Emission of Gaseous and Particulate
pollutants and Smoke - GVW > 3500 kg
(1)
Limit values - ETC tests

Mass of carbon Mass of nonmethane Mass of Particulate

Mass of Methane Mass of Nitrogen (3)
monoxide hydrocarbons (HC) (2) oxides (NOx) g/kWh (PT)
(CH4) g/kWh
(CO) g/kWh g/kWh g/kWh g/kWh
(4)
A (2000) 5.45 0.78 1.60 5.0 0.16 0.21
B1 (2005) 4.00 0.55 1.10 3.5 0.03
B2 (2008) 4.00 0.55 1.10 2.0 0.03
C (EEV) 3.00 0.40 0.65 2.0 0.02
(1)
The conditions for verifying the acceptability of the ETC tests (see annex III, Appendix 2, section 3.9) when
measuring the emissions of gas fuelled engines against the limit values applicable in Row A shall be reexamined
and , where necessary, modified in accordance with the procedure laid down in Article 13 of Directive
70/156/EEC.
(2)
For NG engines only.
(3)
Not applicable for gas fuelled engines at stage A and stages B1 and B2.
(4)
For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than
3000 rpm.
Source: European Union 88/77/EEC

A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??

• Internal combustion engines cause significant contributions
to atmospheric pollution, which has a damaging impact on
our health and the environment.
• In case of diesel engines the inherent benefits such as high
thermal efficiency are balanced by high emission of
nitrogen oxides and diesel particulates.
DIESEL ENGINE POLLUTANTS AND THEIR EFFECTS

Carbon monoxide (CO)

Hydrocarbon (HC)
Nitrogen oxides (NOx)
Particulate matter (PM)
Smoke
Engine Emissions Control Technology
Stages
• 1970-1984

• 1985-1989

• 1990

• 1991-1993

• 1994-1997

• 1998-2003

• 2004-2007
Emission Requirements
Four Time Periods
NOx PM
(gms/bhp-hr) (gms/bhp-hr)

Time Frame Diesel Natural Gas Diesel Natural Gas

Before 2002 4.0 2.0 .05 .02

2002-2006 2.5 1.3 .05 .02

2007-2009 1.2 0.6 0.01 0.005

2010+ 0.20 0.10 0.01 0.005

 Heavy Duty Diesel Engine Emission Standards
(Global On-Highway)
0.20
Korea
Japan
2000
1999
0.18
Diesel 0.16
Oxidation Catalyst
(30-40%) 0.14 Japan
PM (g/bhp-hr) 2004

0.12 Korea
Brazil/
Argentina
2002
2000
US 2004 US 1998
0.10
AUS 2006 AUS 2002

0.08
Diesel EURO III
2000
Japan
Particulate 0.06 2007

Filters
0.04
(80-90%)
0.02 EURO IV
EURO V
US 2007 2008 2005
0.00
0.0 1.0 2.0 3.0 4.0 5.0 6.0
NOx (g/bhp-hr)

Selective Exhaust Gas Engine

Catalytic Recirculation Design
Reduction or Other
On-highway Regulation types
Certification Test Procedure
Comparison
 1970-1984: Engine Modifications
• Air handling system
– Turbocharging
– Water-to-air aftercooling; intake manifold temperature
approximately 210°F

• Fuel handling system

– Air-fuel ratio controller
– Fixed-timed mechanical fuel injection; peak injection pressure
approximately 14,000 psi

• Combustion system
– Cylinder components/overhead stiffened
Air Handling System Changes

Intake Manifold Aftercooler/Intake

Manifold

Exhaust Manifold
Exhaust Manifold

Compressor Turbine

Naturally Aspirated
Turbocharged and Aftercooled
 Air Handling System Changes
2000F 2000F
T’Stat T’Stat

Oil
Cooler

Radiator

Radiator
Bypass Bypass
Oil Liners 2100F After-
Cooler & Heads cooler 3700F Liners
1300F 800F & Heads 1350F 800F

Pump Pump
1900F 1920F

Naturally Aspirated High Flow Water-To-Air Cooling

[Jacket Water Aftercooling (JWAC)]
 1985-1989: Emission Regulation Changes
• Implementation of the transient emissions test

• Emission standards

NOx: 10.7 g/bhp-hr

CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.6 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
 1985-1989: Engine
Modifications
• Air handling system
– Higher boost pressure
– High flow water-to-air aftercooling; intake manifold
temperature approximately 160°F

• Fuel handling system

– Low sac volume nozzles
– Rate control injection camshaft
– Dual spring air-fuel ratio controller
– Fixed-timed mechanical fuel injection; peak injection
pressure approximately 16,000 psi

• Combustion system
– Higher compression ratio
– Early intake valve closing
– Higher peak cylinder pressure capability
 Fuel Injector Changes
Plunger Tip Plunger Tip

Cup Section Cup Section

Spray Holes Spray Holes

High Sac Volume Nozzle Low Sac Volume Nozzle

 1990: Emission Regulation Changes

• Emission standards
NOx: 6.0 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.6 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
 1990: Engine Modifications

• Air handling system

– Low flow water-to-air aftercooling; intake
manifold temperature approximately 140°F
– Smaller turbine inlet housing

• Fuel handling system

– Retardation of injection timing
– Mechanical fuel injection, two-step timing
control; peak injection pressure approximately
17,500 psi
 Air Handling System Changes
2000F 2000F
T’Stat T’Stat

Oil

Radiator
Cooler

Radiator
Bypass
2100F After- Oil Liners
Liners
cooler 3700F
1350F Cooler & Heads 90%
& Heads
800F 1500F 800F
1500F

10%
Pump Pump Aftercooler
1920F 1600F 1400F

4000F

High Flow Water-To-Air Cooling Low Flow Water-To-Air Cooling

[Jacket Water Aftercooling (JWAC)] [Low Flow Cooling (LFC)]
[Optimized Aftercooling (OAC)]
1991-1993: Emission Regulation Changes

• Emission standards

NOx: 5.0 g/bhp-hr

CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.25 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
 1991-1993: Fuel
Modifications
• Certification Fuel:
– 0.08% - 0.12% by weight sulfur
– 27% aromatic content minimum

• Commercial Fuel:
– 0.2% - 0.5% by weight sulfur
– 25% - 40% aromatic content
 1991-1993: Engine Modifications
• Air handling system
– Charge air (“air-to-air”) aftercooling; intake manifold
temperature approximately 115°F
– Leaner air-fuel ratio; in the range of 30:1 to 35:1

• Fuel handling system

– Introduction of full authority electronics on some engine models;
peak injection pressure approximately 21,000 psi
– Mechanical fuel injection on remaining models, some with two-
step timing control; peak injection pressure approximately 21,000
psi

• Combustion system
– Articulated pistons with higher top ring
– Oil ring taper changed
– Reduced liner bore distortion
– Valve stem seals introduced
– Reduced dead air space
– Improved lube oil control
 Air Handling System Changes 1250F

T’Stat 2000F 2000F

T’Stat

Aftercooler
Radiator
Radiator
Water
Oil Liners Liners Filter
Cooler Heads
& & Heads
90% 1500F 800F
1500F Oil 1500F 800F
Cooler
10%
Pump Pump
1600F Aftercooler 1400F 1900F
4200F
4000F

Low Flow Water-To-Air Cooling Charge Air-to-Air Cooling (ATA)

[Low Flow Cooling (LFC)]
[Optimized Aftercooling (OAC)]
Combustion System Changes

Standard Piston

Articulated Piston
Combustion System Changes
Dead Air Space

Conventional Reduced
Piston Ring Dead Air Space
Positioning (1991)
 1994-1997: Emission Regulation Changes

Emission standards
Separate standards for urban
NOx: 5.0 g/bhp-hr bus engines
CO: 15.5 g/bhp-hr NOx: 5.0 g/bhp-hr
HC: 1.3 g/bhp-hr CO: 15.5 g/bhp-hr
PM: 0.10 g/bhp-hr HC: 1.3 g/bhp-hr
Smoke A: 20% opacity PM: 0.07 g/bhp-
B: 15% opacity hr*
C: 50% opacity Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity

*PM: 0.05 g/bhp-hr in

1996
 1994-1997: Engine Modifications
Heavy Heavy-Duty Diesel Engines
• Air handling system
– Charge air (“air-to-air”) aftercooling; intake manifold
temperature approximately 115°F
– Improved “breathing”
– Greater turbocharger efficiency

• Fuel handling system

– Exclusive use of electronics
– Higher injection pressure
– Improved injection timing schedule

• Combustion system
– Reentrant piston bowl, wide rim top
– Tapered liner
– Improved air motion in the chamber

• Reduced engine friction

• Redesigned water pump for lower pumping losses
• Improved air compressor
 1994-1997: Engine Modifications
Medium Heavy-Duty Diesel Engines
• Air handling system
– Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately
115°F
– Wastegated turbochargers

• Fuel handling system

– Higher injection pressures, approximately 19,800 psi
– “Quick spill” end of injection
– Improved injector spray geometry

• Combustion system
– Reentrant piston bowl
– Piston ring changes
– Improved valve stem seals
– Reduced dead air space
– Compression ratio tailored to ratings

• Aftertreatment system
– Oxidation catalyst
Wastegated Turbocharger

1 - Actuator Bracket

2 - Actuator

3 - Linkage

4 - Wastegate Valve
 1998-2003: Emission Regulation Changes

Separate standards for

Emission Standards
certain centrally fueled fleets

NOx: 4.0 g/bhp-hr NOx + HC: 3.8 g/bhp-hr

CO: 15.5 g/bhp-hr CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr HC: 1.3 g/bhp-hr
PM PM: 0.10 g/bhp-hr
HDDE: 0.10 g/bhp-hr
Urban Bus: 0.05 g/bhp-hr

Smoke A: 20% opacity Smoke A: 20% opacity

B: 15% opacity B: 15% opacity
C: 50% opacity C: 50% opacity
 1998-2003: Engine Modifications

• Heavy heavy-duty diesel engines

– Evolution of 1994 technologies in the areas of
• air handling
• fuel handling
• combustion system

– Medium heavy-duty diesel engines

• Full authority electronic fuel injection systems with
injection rate control
• Centralized piston bowl and injector location
• 4 valve head for better breathing
• No aftertreatment
 2004-2007: Emission Regulation Changes

• Emission Standards
NOx + NMHC: 2.5 g/bhp-hr
CO : 15.5 g/bhp-hr
PM: 0.10 g/bhp-hr
0.05 g/bhp-hr for urban buses
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
2004-2007: Potential Fuel Modifications

• Reduced sulfur content

• Higher cetane

• Lower aromatic content

 2004-2007: Potential Engine Modifications

• Air handling system

– Wastegated turbochargers
– Exhaust gas recirculation
– Variable geometry turbochargers

• Fuel handling system

– Fuel injection systems capable of still higher injection
pressures (28,000 psi)

• Combustion system
– Stiffened to allow higher cylinder pressures (2,600 psi)
Controlling Heavy-Duty Engines Exhaust Gas
Recirculation
Charge Air Cooler
EGR
Cooler

EGR
Intake Manifold Valve

Electronic
Exhaust Manifold Control
Module

Coolant Throttle
Temperature Position
Compressor Turbine Sensor Sensor
Controlling Heavy-Duty Engines
Variable Geometry Turbocharging

Actuator control signal Electronic Control Module

Control pressure sensor
Turbocharger speed sensor Boost pressure Exhaust Manifold
Compressor Pressure

Intake Manifold
Actuator

Nozzle ring
Exhaust Manifold
VG Turbine
Moving Nozzle Ring
Electro-pneumatic Control valve

High pressure air source

Stationary Restrictor
Plate
 Engine parameter NOx CO HC PM

High compression ratio   

High intake air swirl  

High air fuel ratio 

Output derating    
Combustion chamber optimization    
Turbocharging    

Exhaust Gas Recirculation (EGR)  

Lower boost pressure  

Charge air intercooling   

Low swirl and more number of spray holes   

Reduced lube oil consumption  

 Fuel Injection Equipment parameter NOx CO HC PM

High injection rate  (1)  

Advanced injection timing   

Retarded injection timing   

High injection pressure  (1)  

Sac volume (smaller)  

No secondary injection  

Optimum injection duration   

Needle closing (quick) 

 Methods of Emission Control

• Fuel Modification
• In-cylinder combustion control
• Exhaust gases after treatment.
Variable Geometry Turbocharger